Hoisting apparatus.



PATENTED JAN. '7. 1908.

HVAWIF w mw E.. s. COLLEY. HosfNG APPARATUS. APPLGATION FILED FEB 17 1906 'UNITED STATES PATENT oFruoE.

ELBRIDGE S. COLLEY, OF PORTLAND, MAINE, ASSIGNOR, BY DIRECT ANI) MES-NE l ASSIGNMENTS, TO THE COLLEY TION 0F MAINE.

No. svago-1.o.

COMPANY, or PORTLAND, MAINE, A coRroRA- HoIsTI'NG APPARATUS.

Patented Jani?, 1908.

Application tiled February 17. 1906. Serial No. 301.545.

To all whom 'it may concern.

Beit known that I, ELBRIDGE S. CoLLnY, a

citizen of the United States of America, and a resident of Portland, county of Cumberlandystate of Maine, have invented certain new and useful Im rovements in Hoisting- Apparatus, of whic 1 the following is a speciication.

My invention 'relates to a hoisting device from vessels forms as well.

The particular form of hoisting devices on which my invention is designed to be used 'is what 1s known as the one man digger used for discharging vessels loaded with coal and other like material in bulk. These one man diggers generally consist of a tower mounted on trucks and running on a track along the edge of the dock so that it may be accurately located with respect to the hatchways of the vessel. The tower is provided with a platform on which is placed a hoisting englne with two hoisting drums and a trolle. engine and drum. The bucket is raised nd lowered by ropes carried by the hoisting drums and running through a trolley which is movable on a horizontal boom and the motion of the trolley on this boom is controlled by the trolley engine and drum.

Both ofthe main drums and the trolley drum mentioned are provided with friction clutches controlled by clutch levers, the trolley drum is also provided with a friction band and lever. Thus it is necessary in the case of the one man diggers for one man to v'control the clutch lever of each of the three drums and the friction band of the trolley drum as well as the throttle valveof each engine, making six motions which must be controlled. This has hitherto been done 'by means of mechanical levers heavy and dliicult to operate as it was necessary for the operator to stand at some distance trom the engine to overlook the work.

he object of my present invention is 'to enable one man to 'easily control the main engine and hoisting drums and the trolley engine and drrn and throttle valves and I accomplishthis object by a system of air contro by which each of the friction levers and other parts is operated by an air cylin- /der containing apiston and piston rod with mechanismy connecting with these parts, a compressed air tank supplying pressure to and it is apphcable to other such as 1s used for unloading c oal and the likeA Ithe air cylinder through suitable supl'y g pi es. The supply pipes have contro va ves which can be E ient point to overlook the Work, each valve Ibeing referably arranged to control two lines o pipe by means of a single lever so that the o erator can control the four motions by tie use of his two hands and the now done by mechanical levers.

In the accompanying drawin I have shown means for controlling the clutch levers of one of the main hoisting trolley drum, butin pructice this controlling valve is duplicated for controlling other parts as hereinafter stated.

elevation of the main hoisting engine and the main hoistd of the trolley drum. These parts are all common and well known in thls class of devices and need no further description.

tach of the clutch levers a and b is controlled by an air cylinder and piston with connecting mechanism. The air cylinder c contains a iston c and iston rod c2 the outer end o which is in tiirn connected by trolley engine, `with the respective drums and,

main hoisting enginel B ocated at any convenl throttles may be controlled by the feet as drums and the In the drawing :-Figure 1 is a general side section on the line :e x of the trolley drum, a the clutchlever of the main drum and b the clutcll'evel` means of an elbow levend.2 luid a pitm'an a with the clutch lever a. j i

Air pressure is applied, to the cylinder be-- neath the piston by an air piped and the a` licaton of the air acts tb apply the clu't'ii. lhe piston is returned to its'notmal position and the clutch released by a s iral spring c which surrounds thc piston rod)and tends to depress thc piston. T 1 manner connected with the clutch lever I) by means of its iston rod e', elbow lever e2 and pitman c and) it is supplied with air through the pipe g.

A suitable compressed air tank f is su 1 plied with compressed air from any suitab el source and airis taken from the tank through an air tank pipe f. The air in ,its passage through the pipe to the supply pipes d and c air cylinder e is in like g passes double walls which leave annular chambers between the inner' and outer walls. They are placed end to end axially in line with each other and they have between the abutting ends the diaphragm 'i and at the top and bottom are end plates o and o respectively. The valve casing is held together by bolts p which pass through the upper and lower end plates and clamp all the parts together. In the cylindrical bore of one casing is a piston valvelcontrolling the air supply to one of the cylinders c and e and in the other casing is a rotary valve controlling the supply to the other operating cylinder.

As here shown, the lower casing contains the piston valve and controls the main fric- 25 tion. In-the center of the casing H is a iston valve having a reduced central cy indrical ortion h and enlarged piston ends 7b 'and h2. The lower end it controls the ports h and ha which communicate with the annular chambers if (Fig. l) and thence'to the screw connected. Qpposite the central portion of the valve is the ort hf' connecting directly with the threade opening d from which the pipe d leads to the operatin cylinder c. The

threaded outlet hs where an exhaust pipe is upper portion of the valve 2 covers the ports h4 h4 connecting with the o which the pipe j" leads to t e supply tank. The valve Astern o passes up and out at the top of the cylinder. Thus when the valve is in its central position asV shown in Fig; 2 both the tank connection and the exhaust are shut ofi. When it is raised, the ports h4 are opened into the 'centrai space in the valve and the air asses through the valve and *thence out or the opening d to the pipe (Z vgnd to the .cylinder c.

When the valve is depressed below its centrai or neutral position the ports h", h are opened and ports i# closed and the opening d is connected throu h the valve with the annulars ace k7 and t ence out through the o enillg 8. (Figf) to the open air; whereby t c workin pressure inthe cylinder is exhausted an the clutch lever released. Thus when the valve is raised the airis turned into the c' linder and the clutch 'thrown' in and whenit is depressed the operating cylinder is exhaused and the clutch release The trolley clutch is controlled bythe rotary valve k which'is located above the diaphragm fi. The annular space surrounding the valve proper (Fig. 3) is divided into three parts by partitions js, '4 and i5 one section have 65 ing an outletat thet readed opening g conening f3 from nectingwith pipe g which controls the trolley operating cylinder e, one of the spaces connects with the opening f 3 and thence through pipe f2 to the tank supply and the third space connectingwith the exhaustopening j. The iirst ci these spaces has a port 6, the second aport 7 and the third a port 5 opening throu h the central wall. A partition k3 divides tie valve k into two chambers horizontally lc and fr. ln the walls oi the chamber' 7c arev 75 ports 2 and 3 which register respectively with the ports 6 and 7 when the valve is turned to the left of its neutral position but register with neither when the valve is central. Thus7 when the valve is turned to the 80 left the ports 2 and 6 register as do the ports 3 and 7, thus allowing the air to pass Jrorn the tank opening f3 through the valve to the trolley cylinder opening g. -The chamber k7 has two orts 1 and 4 in its walls. t"

To vex aust the operating cylinder, the valve is turned to the right,bringing aport 1 to register with port 6 andport 4 to register with'port 5. 'There is thus'forrned a passage through the valve from the cylinder opening 91 g to the exhaust, the tank pressure being meanwhile shut oi. It will thus be seen. that when the valve is turned to the lett the air pressure is turned on the operating cylinder and the trolley clutch is applied and when 9 the valve is turned to the right it is released and the air opened to the exhaust.

' The stern 7c of the valve passes up through the upper plate o and above the plate itis squared and receives an arm m by which it is i turned. A nut k2 on the extreme upper end of the valve stern holds the arm in position. The arm m serves as a pivoting support for the lever v which raises and lowers the valve stern o of the valve h this valve stem passing I centrally up through the valve 7c and its stem k. The end of the arrnm is turned up to form a pivoting support to the lever o. lt will be seen that both valves may 'be controlled by the lever v which by a vertical motion can be made to raise and lower the lower iston valve and by a swinging motion it wi turn the arrn m and the valve c.

I have here shown means for operating the clutch levers of the main drum and thetrolley drum but in practicathe controlling valve is duplicated so that the operator operates each with one hand. With one hand he operates as here shown one of the main clutch levers by the piston valve and the trolley clutch lever with he upper rotary valve,

l while with the other. hand he operates the clutch lever of the other main drum by the other piston valve and the band friction on the trolley drum by the other rotary valve.

The apparatus has the advantage of bein located at any desirable point to overloo the work, it is easy'for the operator to handle it is quick and sensitive in its action and by its use it reduces the time for unloading' a vessel, an important Consideration, :uid it is perfectly salie.

I claimz--- j l. ln a hoisting' (levici, the coiiihiiizitioii 5 with the main hoisting drum und auxiliary hoisting (imm ol ai friction for ozu-h (imm, :in :tir operated device 'loi' opomtiii mich ol said frictions, it commi-055ml air i'csorvoii, supply Vpipes connecting said msm-voir -with mich ol' 10 said air opoiiltvtl ilm'icis, ilouhlv iii-,ting coiltl'ol valve througli iihich both lines ol" pipo pass and ail operating hwi' toi' said volvi) 'lm controllingY both lilies ol pipo and hoth 'iriations.

2. In a hoistingr tlovico ol' the scribed, the ooiuhinttioii vwith tho ol :iss di clilicli le- :mtl i clouhlo :Loting controllingwT vulve through which lmlh lines of pipes; pass said volvo hav-- ingl :in operating level: loi' coutiolliug both limos` ol pip@y :uid the pressure on both :tir ("Ylinfl-nii-si Fi. W.

BATES, l. Lun' A. .Dtmsitosow 

